Guitarmaster

Basic Member
  • Content Count

    1,627
  • Joined

  • Last visited

  • Days Won

    10

Everything posted by Guitarmaster

  1. @201er Sent from my Pixel 2 XL using Tapatalk
  2. Put the gear handle up at the beginning of the takeoff roll and let the squat switch take care of it. [Obviously this a joke]. Sometimes I have to clarify. Sent from my Pixel 2 XL using Tapatalk
  3. I would say, occasionally. If it's your home field, a different airframe might be in order. Sent from my Pixel 2 XL using Tapatalk
  4. I've heard tiger piss and kerosene in a 50-50 mix is the best thing to use. Sent from my Pixel 2 XL using Tapatalk
  5. I like the light colored panel. Sent from my Pixel 2 XL using Tapatalk
  6. Yep, my F model used to do that. I disconnected the trim and reset it to where it was supposed to be. Problem solved [emoji16] Sent from my Pixel 2 XL using Tapatalk
  7. Next project:. 1956 Cessna 310! +20kt gain! Sent from my Pixel 2 XL using Tapatalk
  8. Roll inverted and pull... She'll come down! Sent from my Pixel 2 XL using Tapatalk
  9. Talk to Poplar Grove Airmotive in Poplar Grove Illinois. C77. VERY knowledgeable and esteemed engine shop. Sent from my Pixel 2 XL using Tapatalk
  10. 2 gallons remaining in a twin? That means maybe 6 minutes of flight time. Something doesn't smell right... Sent from my Pixel 2 XL using Tapatalk
  11. No doubt a 182 is a good plane. Forgiving, docile, fast enough to travel in and a good hauler. Of course, the average price tag reflects that. Sent from my Pixel 2 XL using Tapatalk
  12. Wait. You mean to tell me that if we put Avionics that are not from the '50s and TSO but rather experimental type Avionics they give us good situational awareness and weather information it increases safety? Wow, who knew? FAA, reducing the pilot population one accident at a time. Sent from my Pixel 2 XL using Tapatalk
  13. Stop picking your rotation speed and give the airplane what it wants... Air under the wings! Sent from my Pixel 2 XL using Tapatalk
  14. SWTA Had them at a reasonable price a while back. I don't know if they still do, but it might be a place to consider. Something else to try: www.stockmarket.aero Put in the part number you were trying to find, and it will scour a lot of places to try to find it. Sent from my Pixel 2 XL using Tapatalk
  15. My neighbor has a Travelair. Loves the thing. I'm jealous of his fuel burn and he of my speed... [emoji16] Sent from my Pixel 2 XL using Tapatalk
  16. It all comes down to knowing the beast that you operate. Operated incorrectly, you're absolutely right. Operated correctly, the safety factor is infinitely better than a single. If I am light, my 310 will climb at about 800 FPM on a single engine. If I am heavy, it will climb about 300 FPM. This is a far cry from taking a dirt nap. Contrary to the wives tales, the multi-engine accident rate is not the highest at takeoff, but rather, single engine approaches. This is usually due to the pilot being in way over his head (read multiple factors). Again, training and understanding the beast that you operate. Sent from my Pixel 2 XL using Tapatalk
  17. Please elaborate... Sent from my Pixel 2 XL using Tapatalk
  18. I have not found anything uncomfortable about the 310. I run 180+ KTAS at 21GPH. Lots of room to move around. All this in addition to being super sexy! [emoji16] Sent from my Pixel 2 XL using Tapatalk
  19. When mine did this, I poked a piece of .032 safety wire in the vent hole on the top. Cleared right up and never came back. Your mileage may vary, but it's a cheap thing to try first. Sent from my Pixel 2 XL using Tapatalk
  20. Does the altimeter jump at the same time? Sent from my Pixel 2 XL using Tapatalk
  21. Have to hit the sack now so they can try and kill me in the sim tomorrow again. Thanks for the discussion and thought exercise Hank!
  22. Not being difficult at all I love these discussions. I think it's just a matter of velocity. I would bet, if there was an accelerometer in the plane, when the engine quit, everything else being equal, there would be a very momentary pitch-up, however slight, before the stronger forces overcame it. I don't have the numbers, but the thrust line is probably around 3 degrees downward. Maybe a fun study for the engineering types (not me) to figure out the force vectors surrounding the airplane in slow flight and cruise. I'm sure it can be quantified mathematically.... I was told there would be no math however In the end, It always amazes me how fast the airspeed bleeds and how strong the natural tendency is to pull-up when close to the ground. Add a distraction and it can go south very quickly. By aggressively unloading the wing, the stall risk is automatically brought to nearly zero and gives you precious seconds to evaluate and respond to the situation. The nose can always be raised if all is looking good.
  23. My main point is there are always two things that come into play in abnormal situations. Surprise and recognition. Typically it takes two seconds to understand and accept what is happening... then reaction comes. It's those few seconds of keeping the nose up that can kill. If unloading the wing is trained as an automatic response to any loss of thrust or aircraft upset, your chances of a successful outcome increase dramatically. I like stacking the odds in my favor. One thing I learned today: I can and do induce control inputs (namely rudder) without knowing it. The sim keeps track of that stuff. I mention it because most don't have the benefit of screwing up in a level D simulator. In a high-stress, high-AOA situation, there is a good chance you will be pushing the rudder, unbeknownst to you, and accelerating the stall of one wing. I am always looking for ways to make my GA flying as close to as safe as my heavy iron flying. I love discussions like this for that reason.
  24. Remember, you are trimmed for 170 MPH and your inertia vector is horizontal . As we all know, the Mooney is a trim hog and in cruise, it is nearly full nose-down trim in cruise (at least my "F" was). Try this... at altitude, set yourself up in an initial climb profile. Gear and flaps hanging out (if you use them). You now have an upward inertia vector. Yank the power and watch how fast the speed bleeds. In addition to this, make a hard floor and envision trees say, 100 feet below you. The thrust line is a slight downward vector, so at slow speed, high AOA, the engine is pulling downward a bit. The initial loss of the downward vector will initially create a pitch-up moment. It's all about AOA and keeping the buffer from critical AOA. A small change in direction vector with a high AOA (high drag) will move you toward that critical point rapidly.
  25. What creates the need to push the yoke is the upward pitch, inertia and thrust vector change. Yes, given enough altitude, the airplane will return to stable flight (gliding) at the trimmed speed. In the meantime, the speed will bleed fast and you are already slow. Combine that with an inherent fear of hitting the ground and you have the classic, pull back when the airplane is close to stall problem. Training is the only thing that will overcome this. It is well proven, a person will never step up to the task in a fight-or-flight (so-to-speak) scenario. Instead, they will fall back on their lowest level of training.